Railway braking apparatus



Oct. 1 1, 1927," 71 I J. P. COLEMAN RAILWAY BRAKi NG APPARATUS Filed April 26. 1926 I? Q 17w 2 57 R P 85 N 13 l 21 I8 21 19 /.56

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Patented Get. 11, 1927.

warren stares 1,644,771 PATENT orrica,

JoHN r. COLEMAN, or EDGEWOOD BOROUGH, PENNSYLVANIA, iissrenon TO THE,

UNION SWITCH & SIGNAL CDIVLPANY,

PORATION F PENN SYLVANIA.

OF SWISSVA'LE, PENNSYLVANIA, .A COR- RAILWAY BRAKING APPARATUS.

Application filed April 26, 1926. Serial No. 104,566.

My invention relates to railway braking apparatus, and particularly to apparatus of the type comprising a braking bar located in the trackway and a motor device for moving such bar into engagement with a part of a railway vehicle. More particularly my present invention relates to means for controlling such motor device. a

I will describe one form of railway braking, apparatus embodying my invention, and will then point out the novel features thereof in claims. I

The accompanying drawing is a view, partly diagrammatic, illustrating one form of railway braking apparatus embodying my invention. V

Referring to the. drawing, the reference characters 1 and 1 designate the track rails of a stretch of railway track, Located on opposite sides of rail 1, and extending parallel therewith, are two braking bars'2.

and 3. Similar braking bars 2 and 3 extend parallel with rail .1 on opposite sides thereof. v I

The braking bars 2, 3, 2 and 3 are operated by a fluid pressure motor, here shown as a cylinder A containing a reciprocable piston 14: to which is attached a piston rod 13. The braking bars 2, 3, 2 and 3 are operatively connected with the piston rod 13 through suitable linkwork including a bell crank 5 and a lever 1 pivoted at point 1 When piston 14 moves to its left-hand position, each braking bar is moved toward the associated rail into its braking positions in which it engages'the side of a wheel of a railway vehicle traversing the rails 1 and 1 hen the piston 14: moves to the right, however, into the position in which it is illustrated in the drawing, the brakmg bars are moved away from the associated rails out of engagement with the wheels of a passing vehicle and the bars then occupy their nonbraking positions. I v v The supply of fluid pressure, usually compressed air, to the cylinder A lis controlled by main air valves 27, 30, 33 and 35, which main valves are in turn controlled by three electromagnetic pilot valves R, P and N. Each of these pilot valves comprises a valve body 18 having a valve device 19 therein controlled by a magnet winding 17. The valve 19 is biased to ts upper, or normal position by a spring 20 and when in such upper position connects the associated pipe 22 with atmosphere through port 21. Then magnet 17 is energized, the valve 19 moves downward against the bias exerted by spring 20 to its reverse position, and the'associated pipe 22is disconnected from atmosphere ml connected with a source of fluid pressure, not shown in the drawing, through pipe 38.

The main air valves are located in a valve body 39. This body contains a cylinder having a reciprocable piston 2i therein. 3 The upper side of this piston is subjected to the pressure in pipe 22 from valve R. Carried by piston 24 is the main valve 27 biased to a normal position by a coil spring 28. When valve R is tie-energized, then, piston'2iand valve 27 are in their upper positions and port 37 is disconnected from port 25 and pipe 15 leading to the right-hand end of cylinder A. If, however, valve R is encrgized,valve 27'is opened so that fluid pressure flows from pipe 38, through port 37, valve 27 port 25, and pipe'15 to cylinder A,

thereby driving piston 14; t'o'the left and deeenergized, and valve 27 is closed, piston 29 and valve 30 move into their lower positions as shown 1n the drawmg under the influence of gravity. /Vhen valve P is deenergized, however, fluid pressure in port 25 will raise valve 30 and allow this fluid pressurev to exhaust to atmosphere through 31. \Vhen valve P side of piston 29 is exposed'to thepressure in the associated pipe 22. Since the area of piston 29 is greater than'that of valve 30, the valve 30 will be held in its lower position even if valve 27 is open, and communication between ports 25 and 31 will thus be interrupted. j I j In similar manner valve N controls the pressure applied to the upper side of a piston 32 reciprocable in valvebo'dy 39 and controlling the two main air valves 33 and 35. A. spring 36 biases the piston, and the valves controlled thereby, to their upper positions. in which pipe 16, leading to the left-hand end of cylinder A is connected with atmosphere through port 40, valve 33,'an d port 3 1.

port

is energized, the upper When valve N. is energized, pressure-from pipe 22 forces piston 32 downwardly, closing valve 33 and opening valve 35, thus supplying fluid pressure to the left-hand end of cylinder A through port 37, valve 35, port 40, and pipe 16. V

The valves R,'P and N are controlled in part by a series of pressure responsive devices D, E, F and G, each comprising a Bourdon tube 12 communicating with the right-hand end of cylinder A through a pipe 6. Each Bzourdon tube 12' controls a contact 7 in such manner that all of the contacts 7 are. normally closed but that the con tacts of the several circuit controllers D, E, F and G open successively as the pressure in the cylinder increases. For example, I will assume that contact 7 of circuit controller G is opened when the pressure in the right-hand end of cylinder A'is above 20 pounds per'sqiiare inch, and that the con tacts of the remaining circuit controllers F, E and D are opened when this pressure exceeds 40, 60 and'80' pounds per square inch, respectively, 7 p

The valve B may be controlled over any one of the' circuit' controllers D, E, F and G, this selection, being accomplished, by means of a selector designated by the reference character H. The selector H may; be located at a point remote from the braking apparatus, as in,the' control cabin of a classification yard car retarder systein, The

selector Hycomprisesa lever'S hianuallyoperable to engage va contact or a selected oneof several other contacts each designated by the reference character 9 with an exponent corresponding to the pressure responsivecircuit contr'oll'erwith which itis associated. The selector H also comprises a segment contact llso disposed that whe'n lever 8 engagesany one of the contacts9 the, leveralsoengages the segment contact 11.

It will be plai'n fr om the drawing that the selector H controls the supply of current from asuitable sourcefof energy such as a battery 50 to valve Rover any selected one of the circuit controllersi D E, F, or G according, as thelever 8 is moved into engagement with contact 9, 9 9 and 9 respectively.- For example, if ,lever 8 is moved intoengage'ment with contact 9?, current is supplied from battery 50 to magnet 17 of valve Rover contact 7 of circuit controller G. Valve R is therefore reversed, and piston 24 is moved downwardly to open valve 27 anduadmit fiuidpressure through pipe .to the right-hand end of cylinder At the same time the fclosing of contactv 811 permits the supply of the current from battery; 50 to magnet 17 of valve P so that valve 30 is held "closed, and the fluid pressure supplied 'to the cylinder through pipe 15 drives the piston 14 to the left, moving the braking bars into their braking positions. WVhen the pressure in cylinderA reaches 20 pounds per square inch, contact'7 of circuit controller G opens, interrupting the circuit for duced, as by leakage, below 20 pounds per square inch, the consequent closing of contact 7 of circuit controller G- would re-open valve 27 and permit pressure to be restored to 20 pounds per square inch. In similar fashion, if the lever 8 is moved into engagement with any of the other contacts 9 the pressure in reservoir A is maintained at a value which will open Contact 7 of the circuit controller then controlling valve R.

Under some conditions ofoperation the inertia of the moving parts, excessive friction, deposits of ice or snow, or other conditions, may require a considerable amount of energy to set the apparatus into opera tion to move the braking bars into their braking positions. Under these conditions,it is desirable to permit the application of a high pressure to the cylinder A for a brief interval to commence the motion of the piston toward the left and overcome the initial resistance or the moving parts. For this pur- I pose I provide a circuit controller K comprising a rod entering the cylinder A and projecting into the path of piston 14. This rod 45 is constantly urged toward the left by a spring 46 into a positionin which con-' tact 48 4749 is closed. Vfhen piston 14 occupies its right-hand position, however, the rod 45 moved to the right againstthe bias exerted by the spring 46 into a position in which contact 5047' 51 is closed. The parts are illustrated in this position in the drawing;

The magnet 17 of relay? is provided with an auxiliary circuit which may be traced from battery 50, through wire 52, lever 8 ofselector H, segment contact 11, Wires 53 and 54,, contact 51- -47-50 of circuit controller K, wires 55 and 56, magnet 17 of relay R, and wires? back to battery 50. It'will be plain that this circuit is closed only when the piston 14 is adjacent its right hand position .so that the circuit opens shortly after the piston commences to move toward the left. l Vhen the auxiliary circu'it just traced is closed, however, relay Rips energized nomatter how great may be the pressure in the right-hand'end of cylinder A, and even though contacts 7 of all or the 1 pressure responsive circuit controllers may beopen. By virtue of this arrange- 1nent,'then,the cylinder A is supplied'with fluid pressure of the'full value of the source to which vpipe 38 is connected for the pur pose of initiating the movement of the piston. As soon as the motion of the piston has actually commenced, the auxiliary circuit just traced is opened and valve R is thereafter controlled over the contact 7 of one of the circuit controllers D, E, F or G, so that the pressure in the cylinder A is then maintain-ed at the value corresponding to the position of selector H. Interruption of this auxiliary circuit as described permits thereafter the efficient use expansively ofthe high pressure admitted when the selector is set for the use of lower braking pressures.

I will assume that the piston 1a has been moved to the left by operation of selector H to close contact 89 as explained hereinbefore. Contact d8l;7l9 of circuit controller K is therefore closed. If new, the operator wishes to restore the braking bars to their non-braking positions, he moves lever 8 into engagement with contact 10. Contact 8-11 is therefore opened and valve P is de-energized so that valve 30 is open. Valve B is also Clo-energized so that valve 27 is closed. As a result, the righthand end of cylinder A is connected with atmosphere through pipe 15, port 25, valve 30, and port 31. The closing of contact 810 of circuit controller K completed the circuit for magnet 17 of valve N, over contact 48%7-49 of circuit controller K, so that valve N is now energized to move piston 32 downward. The left-hand end of cylinder A is therefore disconnected from atmosphere by valve 33 and is connected with port 37 through valve 35. Fluid pressure is then supplied to the left-hand end of cylinder A, driving piston 14: to the right and moving the braking bars toward their non-braking positions. When the piston 14. reaches its extreme right-hand position, contact 48-47%9 of circuit controller K opens, thereby automatically interrupting the circuit for magnet 17 of valve N which disconnects fluid pressure from the left-hand end of cylinder A and connects the cylinder with atmosphere to restore the apparatus to its normal condition. a

One advantage of the braking apparatus embodying my invention over other forms of apparatus hitherto suggested is that only a single movement of the selector H is re: quired to supply the cylinder A with pressure of'a predetermined amount and that another singlemovement of the selector will restore the braking bars to their non-bralring positions and automatically cut-off the air supply from the left-hand end of cylinder A. The manipulation of the braking apparatus is therefore considerably simplilied, permitting increased speed of operation.

Although I have herein shown and de- "scribed only one form of railway braking apparatus embodying my invention, it is understood that various changes and modi- 'lica-tions maybe made therein within the fluid pressure motor. for operating said bar,

a valve for controlling the supply of fluid pressure to said motor, a plurality of pressure responsive devices each subjected to the pressure in said motor, and'circuit controllers operated by said devicesfor controllingsaid valve.

2. Railway braking apparatus comprising a braking bar located in thetrackway, a fluid pressure motor for operatin said bar, a plurality of pressure responsive devices subjected to the pressure in said motor and arranged to operate successively as [such pressure increases, circuit controllers operated by said devices, and av valve controlled by said circuit controllers for controlling-the supply of fluid pressure to said motor.

3', Railway braking apparatus comprising a braking bar located in the traclrway, a

'lluid pressure motor for operating said bar,

aplurality of Bourdon tubes subjected to the pressure 'in said motor, a plurality of contacts one controlled by each Bourdon tube and arranged to operate successively as the pressure in the motor increases, and a valve controlled at times'by said contacts for controlling thesupply of fluid pressure to said motor. v

a. Railway braking apparatus comprising a braking bar located in the trackway, a fluid pressure motor for operating said bar, a plurality of Bourdon tubes subjected to the pressure in said motor, a plurality of contacts one controlled by each Bourdon tube and arranged to operate successively as the pressure in the motor increases, a valve for controlling the supply of fluid pressure to said motor, and means for controlling said valveby a selected one'of said contacts. V l

5. Railwaybral'ring apparatus comprising a braking bar located in the: traclrway, a

fluid pressure motor for operating said bar,

a plurality of Bourdon tubes subjected to the pressure in saidmotor, a plurality of contacts one controlled by each Bourdon tubeand arranged to operate successively as the pressure in the motor increases, a first valve for admitting fluid pressure to said motor, a normally openvalve for exhausting fluid pressure from said motor, means for controlling said first valve by aselected one of said contacts, and means for closing said normally open valve when said first valve'is admitting pressure to said motor.

.6. Railway braking apparatus comprising a braking bar located in the trackvvay, a fluid pressure'motor for operating saidbar, a-plu-' rality of Bourdon tubes subjected to the pressure in said motor, a plurality of contacts one controlledby each Bourdon tube and arranged to operate successively as the pressure in the motor increases, a 'normally closed magnet valve for admitting fluid pressure to said motor, a normally open magnet valve for exhausting fluid pressure from said valve, a plurality of circuits for said normally closed'valveeach including one' ot' said contacts, manually operable means for closing any selected one of such circuits, and a circuitfor said normally open valve closed when any one of the circuits for L'Ii 'pressure in the motor increases, a magnet valve or admitting fluid pressure to said motor, and means for supplying energy to said valve over a selected one of-said contacts. V

8. Railway braking apparatus compris ng a braking bar located in the trackway, a fluid pressure motor for operating said bar, a

valve for controlling the supply of fluid pressure to said motor, and means responsive to the condition ot'said motor for controlling said valve.

9. Railway braking apparatus comprlsing a braking bar located in the trackway, a fluid pressure motor for operating said bar, a

valve for controlling the s-upply'ot fluid pressure to said motor, mean'sresponsive to the pressure in said motor for controllmg said valve, and means responsive to the condition of saidmotorfor at times removing said first means from the control of'said valve.

10. Railway trafiic controlling apparatus comprising .a braking bar located in the trackway, a cylinder containing a piston op eratively COIlIlQOtGCl'Wltll' said bar, a circuit controller responsive to the pressure in said cylinder, a valve for controlling-the supply of fluid pressure to saidcylinder and controlled at times by saidcircuitcontroller, and means responsive to the position of said piston for at times removing said circuit controller from the control of said valve.

11. Railway traflic controlling apparatus comprising a braking bar located 1n the trackway, a cylindercontalning a piston op- 'eratively-connected with said bar, a valve for controlling the supply of fluid pressure to said cylinder,and means responsive tothe position of said piston for at times controlling 'said' valve" I v V 12.: Railway traffic controlhng apparatus i comprising -a:braking bar located in the trackway, a cylinder containing a piston op eratively connected with said bar, a valve for at times supplying fluid pressure to said cylinder and for at other times exhausting pressure from said cylinder, and means responsive to the position of saidpiston for controlling said valve. 7 v

13. Railway braking apparatus comprising a braking bar located in the trackway, a: fluid pressure motor :for operatingsaid'bar, a valve for controlling the supply of fluid pressure to said motor, a plurality of pressure responsive devices arranged to operate successively as the pressure in the motor increases, means tor controlling said valve by any selected one of said devices,andm'eans for removing said devices from the control of said valve until said motor actually commences to move in response to pressure supplied thereto through the valve.

1.4:. Railway braking apparatus comprising a braking bar located in: the trackway, a cylinder containing areciprocable piston peratively connected with said bar, a plurality of pressure responsive devices operated successively as the pressure in one end of the cylinder increases, means controlled by said devices for at times supplying fluid pressure to such one endof the cylinder, means for at oth r times supplying fluid pressure'to the other end of said c'ylinder,and means operating when the piston occupies one extreme position for rendering such last-mentioned means ineiiective.

15. Railway braking apparatus comprislng a braking bar located in the track'wa'y, a cylinder containing a reciprocable piston operatively connected with said bar, a plurality of pressure responsive devices'operated successively as the pressure in one end oft-he cylinder increases,-means controlled by said devices for at times supplying fluid pressure to such one end of the cylinder, means for at other times supplying fluid pressure'to'the other end of said cylinder, and means for rendering said last-mentioned means ineffectlve when the piston is moved by pressure in such other end of the cylinder to its'extreme position. r v

16. Railway braking apparatus comprising a brakingbar located in thetrackway, a

cylinder containing a reciprocable piston operatively connected with said bar, a plurality of B-ourdon tubes subjected to the pressure in one end of said cylinder, a plurality of normally closed contacts one controlled by each Bourdon tube andarranged to open successively as the pressure increases in said one endof the cylinder, a circuit controller arranged to operate when thepiston moves into its extreme position adjacent such one IOU end of the cylinder, a first magnetv valve arv ranged when energized to supply fluid pressure to such one end of the cylinder, ,asecond magnet valve arranged when ole-energized to exhaust pressure from such one end of the cylinder, a third magnet valve arranged when energized to supply fluid pressure to the other end of said cylinder and when de-energized to exhaust pressure from such other end of the cylinder, a selector for supplying current to said first valve over a selected one of said normally closed contacts, a shunt around said normally closed contacts including a contact of said circuit controller, means for supplying current to said second valve when said selector is in position to close any circuit for said first valve, and

a circuit for said third valve controlled by said selector and by said circuit controller.

17. Railway braking apparatus comprising a braking bar located in the trackway, a fluid pressure motor for operating said bar, a plurality of pressure responsive devices subjected to the pressure in said motor and arranged to operate successively as such pressure increases, circuit controllers operated by said devices, a manually operable selector, a valve for controlling the supply of fluid pressure to said motor, and means controlled by said selector and by said circuit controllers for controlling'said valve.

18. Railway braking apparatus comprising a braking bar located in the trackway, a fluid pressure motor for actuating the bar, a first winding for controlling the admission of fluid to the motor, a second winding "for controlling the exhaust of fluid fromthe motor, a manually operable circuit controller comprising a first contact, a second contact closed when the first contact is closed, a circuit for the first winding including the first contact, and a circuit for the second winding including the second contact.

19. Railway braking apparatus comprising a braking bar located in the trackway, a fluid pressure motor for actuating the bar, a first winding for controlling the admission of fluid to the motor, a second winding for controlling the exhaust of fluid from the motor, a manually controlled circuit for the first winding, and a second circuit for the second winding arranged to be closed when ever the manually controlled circuit is closed.

20. Railway braking apparatus comprising a braking bar located in the trackway, a fluid pressure motor for actuating the bar, a first winding for controlling the admission of fluid to the motor, a second winding for controlling the exhaust of fluid from the motor, a plurality of manually controlled circuits for the first winding,.and a circuit for the second winding arranged to be closed when any one of the circuits for the first winding is closed.

21. Railway braking apparatus comprising a braking bar located in the' trackway, a fluid pressure motor for actuating the bar, a first winding for controlling the admission of fluid to the motor, a second winding for controlling the exhaust of fluid from the motor, a source of energy having one terminal connected with one terminal of each of said windings, a fixed contact member connected with the'free terminal of the first winding, a manually operable lever connected with the free terminal of the source and movable into engagement with said fixed contact member, and a second fixed contact member connected with the free terminal of the second winding and arranged to be engaged by said lever when the lever engages the first fixed contact member.

In testimony whereof I aflix my signature.

JOHN P. COLEMAN. 

